Valve-controlling mechanism for train-air-brake systems.



P. T. STRADER.

VALVE CONTROLLING MECHANISM FOR TRAIN A IR BRAKE SYSTEM.

APPLICATION FILED SEPT. 20, 19

1,029,477, Patented June 11,1912.

7 '7 E; W// I //l Show W01,

WWW Perry I: Strudel UNITED STATES PATENT OFFICE,

PERRY 'I'. STRADER, OF AMARILLO, TEXAS.

' VALVE-CONTROLLING MECHANISM FOR TRAIN-AIR-BRAKE SYSTEMS.

Specification of Letters Patent. Patented J c 11, i12, Application tiled September 20, 1911. Serial No. 650,316.

v To all whom it may concern:

, p'rov ements 'in Valve-Controlling Mechasystem upon a railwa nism for Train-Air-Brake Systems,of which the following is a specification.

The invention relates to-valve operating mechanism, and more particularly to the class of valve operating mechanism for air brake systems on railway trains.

The primary object of the invention is the provision of a valve operating mechanism in which the stop cock of an air brake train may be opened for the application 0 the brakes on the derailment of the car, so as to avoid wrecks, or the loss of life, resultant.from the car or cars leaving the rails of a track.

Another object of the invention is the provision of a device of this character which is simple in construction, readily and easily applied to a car, locomotive, or the like, and that will be thoroughly reliable and eilicient in operation, and inexpensive in installation.

With these and other objects in view, the invention consists in the construction, combination and arrangement of parts, as will be hereinafter more full described, illustrated in the accompanying drawings, and pointed out in the claims hereunto appended.

In the drawings: Figure 1 is a fragmentary side elevation of a car truck, train pipe, and stop cock, with the omrating mechanism' connected thereto and constructed in accordance with the invention. Fig. 2 is a vertical transverse sectional view thereof.

Similar reference characters indicate corresponding parts throughout the several views of the drawings.

In the drawings, there is shown a portion of a car truck 5 of the ordinary well-known construction, in which are journaled thecar wheels 6 adapted to travel upon the rails 7 of a track, as usual. Above the truck 5 and below the body of the car is disposed the usual air pipe Set the air brake .system (not shown), the said pipe 8 being provided with a stop cock 9 for the cxhaust ot air therefrom, the said stop cock being provided with a turning valve plug [0, as usual, having a crank 11, to which is adapted to be connected the valve controlling mechanism, presently described.

Connected with the arch beam 12-ot the car truck, adjacent to the stop cock 10, is. a

vertical standard 13, the lower end of which is inset and has engaged therein a clip 14 embracing the arch bar or beam 12 for secu rely fastening the standard 13 to the truck. The upper end of thestandard 13 is formed with mturncd sp'accd bearings 15,

in which is journalcd a rotatable spindle'lfi,

the same supporting a pulley L7, to which is fixed one end of a pull cable or band 18, the opposite end of which is fixed to the crank 11 of thcvalve plug 10 in the said cock 9, the said cable or band 18 being provided, intermediate its length. with a turning buckle 19, whereby the band or cable 1 8 nliay be lengthened, or shortened, as de- Sll'Ot The pulley 17 is fixed to the spindle it'- and has formed at onc side thereof a rack pinion 20. meshing with the teeth 21 of a vertical rack bar 22, the same being slidahly mounted in a guide sleeve 23 formed on the cud of a bracket arm 24 fixed to the inset lower end of the standard .13, the lower end of the rack bar 22 bcing formed with a foot 25 which is adapted to contact with the trend of the rail 7, adjacent thereto, when the car wheels 6 jump the track, or in other words, on the derailment of the car. Thus, the rack bar 221will be caused to move upwardly, thereby winding the cable or band 18 upon the pulley 1T. amh in this manner pulling upon thc crank 11 of the valve plug 10 for the opening of the stop cock t and exhausting the air in the pipe-,8 for the application of the brakes. as usual.

Adjustably engaged in the rack bar 22 is a cock pin or key 9.6, which latter rests upon the guide sleeve 23, so as to normally hold the rack bar raised the required distance, whereby the foot 25 thereon will be slightly elevated from the trend of the rail 7 adjacent thcrcto, when the car wheels are traveling upon the rails of the track, so that the stop cock will be sustained closed, tl-ie'brakes of the cars being operated in the usual'wcllknown manner.

\Vhcn the wheels of the car truck are from.

lrVhat is claimed is:

1: The combination with a wheel truck and a valved train pipe, of valve operating mechanism, comprising avertical bracket, a clip detachably connecting the lower end of the bracket to the truck, a guide sleeve projecting inwardly from said bracket, a rack bar slldable in the sleeve and having a foot adapted for contact with a rail on the derailment of the truck, a cog gear journaled on the bracket and meshing with said rack bar, a pulley operated by the gear, and a pull member connected with the valve and said pulley.

2. The combination with a wheel truck and a valved train pipe, of valve operating mechanism, comprising a vertical bracket, a clip detaehably connecting the lower end of the bracket to the truck, a guide sleeve projecting inwardly from said bracket, a rack bar slidable in the sleeve and having a foot adapted for contact with a rail on the derailment of the truck, a cog gear journaled on the bracket and meshing with said rack bar, a pulley operatedv by the gear, a pull member connected with the valve and said pulley, and adjustable stop means carried by the rack bar for limiting the downward movement thereof in the sleeve. 7

In testimony whereof I afiix my signature in presence of two witnesses.

' PERRY T. STRADER. Witnesses:

F. W. ZI-MMERMAN, B. H. McALPmE. 

